To create the biggest of the big, Twin Cam 96 crankcases are machined to accept a pair of big-bore cylinders. Inside, 4.0-inch pistons move through the same 4.4-inch stroke employed in the TC96. But because bigger, heavier pistons would net more vibration along with more power, the 110’s forged slugs are light. Reciprocating mass is essentially the same as in the smaller-bore 96, so both engines use the same crankshaft, flywheel and anti-vibe hardware.

The Nightster isn't exactly light at a claimed 545lb dry weight (claimed 565lbs ready-to-run), but the center of gravity is fairly low, and this combines with the wide bars to make aggressive riding easy, even at around-town speeds. Out of all the cruisers I've ridden, the Nightster would be high on my list if my plans involved a lot of city riding - it's almost like a (really low) standard in terms of how it attacks city traffic. Just be careful of those wide bars while splitting lanes!

Visually, the motor is just as stunning, taking up a large amount of real estate in between the massive steel frame rails. And, the first thing that strikes the eye, after the huge attractive air cleaner cover, is the chrome pushrod tubes that actually contain pushrods. “To allow for a lower engine height” is the official reason, in an effort to maintain a lower centre of gravity and a lower seat height. Makes sense, but I couldn’t help wondering how much of the decision was style-driven based on a certain other popular V-twin’s method of valve actuation.

The most significant new model announced then, the new Royal Star Tour Deluxe, will be in dealers by the end of the month, and most of the remaining models in Yamaha's 2005 cruiser line—including all the significantly changed models— will be available in July. Only a few minor-change models will wait until August or later to trickle in to dealer showrooms. The Ventures are scheduled for August deliveries to dealers, and the standard Warrior and some V-Star models.

The most obvious difference, of course, is the N's unique fenders, which really set its style. The rear fender includes a pair of flush-mounted horizontal LED taillights, a first for any full-production Honda cruiser. It also has its own saddle. The 1800N shares the basic staggered dual-muffler design of the R and S, but N version's mufflers have straight-cut ends with five-bolt caps. Other unique details on the N are cut-out rear fender rails, shock covers that are ribbed for your pleasure, a low-rise handlebar mounted on a riser, and decal logos on the tank rather than badges.

Several months ago, the rumor mill started to rumble about a 2000cc v-twin cruiser on its way from Kawasaki for 2004. The rumors were almost right, but the engine was even larger. Displacing 2053cc (125.3 cubic inches), the 2004 Vulcan 2000 has the largest capacity v-twin engine ever put into production by a major manufacturer. With 141 foot pounds of torque at 3,000 rpm and 116 horsepower at 5,000 rpm, the Vulcan 2000 out powers many small automobiles. It is also carefully designed to be smooth and usable in the delivery of that power.

...the incredible diesel device I found waiting for me to ride in the Bavarian countryside south of Munich, masquerading at a swift glance as an American-style cruiser with a big parallel-twin motor that could easily resemble Triumph's forthcoming 1500cc custom, is a bike literally unlike any other, and not only because of its choice of fuel.

With a relatively modest 68 horsepower on tap, acceleration is predictably stately. On the plus side, the Twin Cam 88 starts making acres of torque just a few hundred rpm above idle. Power flows seamlessly from there, so shift when you feel like it. Aside from the endemic H-D clunk between gears, the five-speed gearbox on our bike shifted flawlessly.